 |  |  |  |  |
 |  |  |  |  |
2011 Williams FW33 news, pictures, and information | ||
| Tweet | ||
In a recent interview, Rubens Barrichello described this year's Williams-Cosworth FW33 as 'aggressive'. It's a sentiment shared by technical director Sam Michael, who talks today about the team's 2011 FIA Formula One World Championship entry, the Williams Cosworth FW33, as it makes its track debut in Valencia this morning.
'Úntil you start testing,' says Sam, 'you're never sure how you're going to stack up against the opposition, but we're optimistic. We think this is a good car, but we'll have a better overall picture in a few weeks time.'
New rules, which were only confirmed by the FIA's World Motorsport Council in June 2010, compelled Williams F1's technical team to take an innovative approach to its new car. The ban on double diffusers and the F-duct forced the aerodynamicists to seek new downforce solutions; KERS had to be incorporated into the layout and the team had to prepare for the arrival of a new tyre supplier, Pirelli, for the first time in five years.
'The design of this year's car has been pretty smooth,' continues Sam. 'We've improved our way of working by increasing the communication between the mechanical and aerodynamic departments, and that improved our decision making processes. It allowed us to increase the optimisation time spent on each part of the car.'
The car seen at today's Valencia test is the first iteration of the FW33. This 'launch spec' will be replaced by an aero upgrade at the first race in Bahrain and there will be many others during the course of the year. Sam Michael and his technical team expect aerodynamic performance to reach the same levels as 2010, despite there being less aero freedom in the rules.
What follows is a breakdown of the challenges that had to be overcome during the design of the FW33.
Chronology of the FW33's design
Aerodynamic work started in December 2009, wîth the mechanical aspects of the FW33 beginning in March 2010. The major layout decisions were finalised in June, following the World Motorsport Council's confirmation of the 2011 rule changes, and the new gearbox was on the dyno by September. The launch spec aerodynamic package was completed in November, since when the aero team has focused on the first-race upgrade.
Gearbox
The seven-speed 'box is the smallest ever produced by Williams F1 and works in conjunction wîth the new pull-rod rear suspension.
'With gearbox usage increasing from four to five races this year,' says Sam, 'reliability is vital. But I'm not expecting it to be a problem because the new gearbox has the same stiffness characteristics as the old one and the rulebook forces us to be conservative wîth the internals. For the last few seasons the ratios have to be 12mm wide and 600g per pair, whereas in the past we were down to 8-9mm gears.'
Double diffuser ban
Williams F1 was one of only three teams to introduce a double diffuser at the beginning of 2009. The team optimised the design on last year's FW32, but it has now been banned.
'The double diffuser ban is pretty significant,' says Sam. 'Not only can you not open any holes between the reference and step planes, you must have continuous material through all lateral and longitudinal sections. The scope for developing anything on the diffuser is limited, so we're lòòking at the centre, rear and front of the floor, as well as the sides of the floor and the little area around the tyre spat, all of which are still free.
'The ban on double diffusers should tighten up the field. It will probably happen straight away, but even if it doesn't and someone comes to the first or second test wîth something you hadn't thought of elsewhere on the car, it'll be easy to replicate it and get it onto the car quickly because it shouldn't affect the underlying car structure such as the gearbox.'
KERS
Kinetic Energy Recovery Systems (KERS) were permitted in 2009, before being outlawed in 2010. Now they're back to stay. The system recovers the kinetic energy present in the waste heat created by the brakes and the exhausts. The energy is then stored in a battery, converted into power and a maximum of 60kw can be called upon by the driver to boost acceleration for up to 6.6s per lap.
Williams Hybrid Power (WHP) is developing a flywheel KERS for use in . The system was tested in an F1 car in '09, but the current regulations favour the use of the battery system, which Williams F1 assembles and builds in-house.
'The rules have changed since KERS was last used in F1,' says Sam. 'Re-fuelling is no longer permitted, so the packaging is different now. We have packaged our KERS system entirely inside the car's survival cell, below the fuel tank, because we didn't want to compromise any of the sidepod area for aerodynamics. The car is longer than last year as a result, but the advantages of doing that outweigh the negatives. Assuming you're on the weight limit, there is no downside to KERS; it's worth 0.3s and it gives you a better start.'
Moveable rear wing
One of the most controversial rule changes for 2011 is the introduction of a moveable rear wing. The top element of the wing has to be able to lift at the front until the slot gap is 50mm and it's hoped that the resultant reduction in drag will increase speeds by up to 15kph. The wing's sole purpose is to make overtaking easier, but not everyone is convinced.
'I don't think the advantage gained by the rear wing is going to change overtaking dramatically,' says Sam, 'because there isn't going to be a big enough drag reduction. You only get help from the wing when you're one second from the car in front, which might not be until halfway down a straight, depending on where the FIA places the timing loop that activates it. That will take a few races to fine tune.
'It's another thing for the drivers to think about. Our system is powered by a hydraulic actuator, which is activated by a button on the §teering wheel. By regulation there is no intermediate position control; it's either on or off.'
Pirelli
After 14 years at the top echelon, Bridgestone pulled out of F1 at the end of 2010. Replacing the Japanese company as the sport's sole tyre supplier for the next three years is Pirelli, who were last involved in F1 in 1991. The dimensions of the tyres will be the same as last year, but the performance characteristics are very different, as Williams F1 discovered during a two-day evaluation of the tyres in Abu Dhabi last November.
'The Abu Dhabi test was quite useful,' says Sam. 'There is a change to the aerodynamics; lots of little details make a difference to the wake of the tyre and we learnt a lot about that in Abu Dhabi. The Pirelli rubber deflects and deforms in a different way to that of Bridgestone and it has different mould lines, all of which can affect the tyre wake.
'Overall, though, the arrival of Pirelli is not an intimidating change. We didn't change a lot on the mechanical side of the new car after the Abu Dhabi test; the main changes we've made since then have been aero.'
Weight / weight distribution
The minimum weight of the cars has gone up from 620kg to 640kg this year. KERS has added mass to the car, as has the addition of more anti-penetration zylon panels to the sides of the chassis (they now go all the way to the drivers' feet) and the need for double wheel tethers.
The weight distribution is fixed at 46 percent on the front axle, plus or minus 0.5 percent. That's more rigid than in the past, but Sam doesn't believe it's a game changer.
'The weight distribution is pretty close to where we were running on Bridgestones,' he says. 'It wasn't a big issue when it came to designing this car. However, the extra weight has forced us to increase our brake cooling. The cars will be doing higher top speeds due to KERS and the moveable rear wing, and in the slow corners the extra mass will have an influence, so the brakes will have to work harder.'
Conclusions
Únprecedented levels of R&D have gone into this year's FW33 and a development programme is in place to ensure that upgrades are introduced at each grand prix of the 20-race campaign.
'Our ambition is get back to the front of the grid,' says Frank Williams. 'We know that won't be easy, but we hope this car will take us closer to the leaders than we were in 2010. As a team, we're as ambitious now as we've ever been.'
The team now has 15 days of testing at four different racetracks ahead of the opening race of the season. Valencia, Jerez, Barcelona and Bahrain offer different challenges and varying climates, after which it'll be time to go racing; time to stand up and be counted.
Rubens Barrichello will commence AT&T Williams' three day Valencia test on Tuesday 1 February. Pastor Maldonado will assume testing from Wednesday afternoon.
Graphics of the Williams Cosworth FW33, as well as Barrichello and Maldonado helmet visuals, are currently available at www.williams.latphoto.co.uk
An initial selection of imagery of the FW33 in its interim livery will be available by midday, ÚK time, at the same ÚRL while a comprehensive selection will go online at the end of the day's running and be updated over the course of the test. Team imagery is to be used for editorial purposes only.
Follow the team's progress at Valencia this week via our daily test updates, subscribe at www.attwilliams.com/media, and remember to follow us via Twitter for live updates from the track, @WilliamsF1Team.Source - Williams
'Úntil you start testing,' says Sam, 'you're never sure how you're going to stack up against the opposition, but we're optimistic. We think this is a good car, but we'll have a better overall picture in a few weeks time.'
New rules, which were only confirmed by the FIA's World Motorsport Council in June 2010, compelled Williams F1's technical team to take an innovative approach to its new car. The ban on double diffusers and the F-duct forced the aerodynamicists to seek new downforce solutions; KERS had to be incorporated into the layout and the team had to prepare for the arrival of a new tyre supplier, Pirelli, for the first time in five years.
'The design of this year's car has been pretty smooth,' continues Sam. 'We've improved our way of working by increasing the communication between the mechanical and aerodynamic departments, and that improved our decision making processes. It allowed us to increase the optimisation time spent on each part of the car.'The car seen at today's Valencia test is the first iteration of the FW33. This 'launch spec' will be replaced by an aero upgrade at the first race in Bahrain and there will be many others during the course of the year. Sam Michael and his technical team expect aerodynamic performance to reach the same levels as 2010, despite there being less aero freedom in the rules.
 | Vital Stats |
| Engine : 2.4 L., 8-cylinder | |
7-speed Manual | |
Chronology of the FW33's designAerodynamic work started in December 2009, wîth the mechanical aspects of the FW33 beginning in March 2010. The major layout decisions were finalised in June, following the World Motorsport Council's confirmation of the 2011 rule changes, and the new gearbox was on the dyno by September. The launch spec aerodynamic package was completed in November, since when the aero team has focused on the first-race upgrade.
Gearbox
The seven-speed 'box is the smallest ever produced by Williams F1 and works in conjunction wîth the new pull-rod rear suspension.
'With gearbox usage increasing from four to five races this year,' says Sam, 'reliability is vital. But I'm not expecting it to be a problem because the new gearbox has the same stiffness characteristics as the old one and the rulebook forces us to be conservative wîth the internals. For the last few seasons the ratios have to be 12mm wide and 600g per pair, whereas in the past we were down to 8-9mm gears.'
Double diffuser banWilliams F1 was one of only three teams to introduce a double diffuser at the beginning of 2009. The team optimised the design on last year's FW32, but it has now been banned.
'The double diffuser ban is pretty significant,' says Sam. 'Not only can you not open any holes between the reference and step planes, you must have continuous material through all lateral and longitudinal sections. The scope for developing anything on the diffuser is limited, so we're lòòking at the centre, rear and front of the floor, as well as the sides of the floor and the little area around the tyre spat, all of which are still free.
'The ban on double diffusers should tighten up the field. It will probably happen straight away, but even if it doesn't and someone comes to the first or second test wîth something you hadn't thought of elsewhere on the car, it'll be easy to replicate it and get it onto the car quickly because it shouldn't affect the underlying car structure such as the gearbox.'
KERSKinetic Energy Recovery Systems (KERS) were permitted in 2009, before being outlawed in 2010. Now they're back to stay. The system recovers the kinetic energy present in the waste heat created by the brakes and the exhausts. The energy is then stored in a battery, converted into power and a maximum of 60kw can be called upon by the driver to boost acceleration for up to 6.6s per lap.
Williams Hybrid Power (WHP) is developing a flywheel KERS for use in . The system was tested in an F1 car in '09, but the current regulations favour the use of the battery system, which Williams F1 assembles and builds in-house.
'The rules have changed since KERS was last used in F1,' says Sam. 'Re-fuelling is no longer permitted, so the packaging is different now. We have packaged our KERS system entirely inside the car's survival cell, below the fuel tank, because we didn't want to compromise any of the sidepod area for aerodynamics. The car is longer than last year as a result, but the advantages of doing that outweigh the negatives. Assuming you're on the weight limit, there is no downside to KERS; it's worth 0.3s and it gives you a better start.'
Moveable rear wingOne of the most controversial rule changes for 2011 is the introduction of a moveable rear wing. The top element of the wing has to be able to lift at the front until the slot gap is 50mm and it's hoped that the resultant reduction in drag will increase speeds by up to 15kph. The wing's sole purpose is to make overtaking easier, but not everyone is convinced.
'I don't think the advantage gained by the rear wing is going to change overtaking dramatically,' says Sam, 'because there isn't going to be a big enough drag reduction. You only get help from the wing when you're one second from the car in front, which might not be until halfway down a straight, depending on where the FIA places the timing loop that activates it. That will take a few races to fine tune.
'It's another thing for the drivers to think about. Our system is powered by a hydraulic actuator, which is activated by a button on the §teering wheel. By regulation there is no intermediate position control; it's either on or off.'
Pirelli
After 14 years at the top echelon, Bridgestone pulled out of F1 at the end of 2010. Replacing the Japanese company as the sport's sole tyre supplier for the next three years is Pirelli, who were last involved in F1 in 1991. The dimensions of the tyres will be the same as last year, but the performance characteristics are very different, as Williams F1 discovered during a two-day evaluation of the tyres in Abu Dhabi last November.
'The Abu Dhabi test was quite useful,' says Sam. 'There is a change to the aerodynamics; lots of little details make a difference to the wake of the tyre and we learnt a lot about that in Abu Dhabi. The Pirelli rubber deflects and deforms in a different way to that of Bridgestone and it has different mould lines, all of which can affect the tyre wake.
'Overall, though, the arrival of Pirelli is not an intimidating change. We didn't change a lot on the mechanical side of the new car after the Abu Dhabi test; the main changes we've made since then have been aero.'
Weight / weight distribution
The minimum weight of the cars has gone up from 620kg to 640kg this year. KERS has added mass to the car, as has the addition of more anti-penetration zylon panels to the sides of the chassis (they now go all the way to the drivers' feet) and the need for double wheel tethers.
The weight distribution is fixed at 46 percent on the front axle, plus or minus 0.5 percent. That's more rigid than in the past, but Sam doesn't believe it's a game changer.
'The weight distribution is pretty close to where we were running on Bridgestones,' he says. 'It wasn't a big issue when it came to designing this car. However, the extra weight has forced us to increase our brake cooling. The cars will be doing higher top speeds due to KERS and the moveable rear wing, and in the slow corners the extra mass will have an influence, so the brakes will have to work harder.'
Conclusions
Únprecedented levels of R&D have gone into this year's FW33 and a development programme is in place to ensure that upgrades are introduced at each grand prix of the 20-race campaign.
'Our ambition is get back to the front of the grid,' says Frank Williams. 'We know that won't be easy, but we hope this car will take us closer to the leaders than we were in 2010. As a team, we're as ambitious now as we've ever been.'
The team now has 15 days of testing at four different racetracks ahead of the opening race of the season. Valencia, Jerez, Barcelona and Bahrain offer different challenges and varying climates, after which it'll be time to go racing; time to stand up and be counted.
Rubens Barrichello will commence AT&T Williams' three day Valencia test on Tuesday 1 February. Pastor Maldonado will assume testing from Wednesday afternoon.
Graphics of the Williams Cosworth FW33, as well as Barrichello and Maldonado helmet visuals, are currently available at www.williams.latphoto.co.uk
An initial selection of imagery of the FW33 in its interim livery will be available by midday, ÚK time, at the same ÚRL while a comprehensive selection will go online at the end of the day's running and be updated over the course of the test. Team imagery is to be used for editorial purposes only.
Follow the team's progress at Valencia this week via our daily test updates, subscribe at www.attwilliams.com/media, and remember to follow us via Twitter for live updates from the track, @WilliamsF1Team.Source - Williams
Williams F1 Announces Technical Department Changes
Williams F1 today announced that Technical Director, Sam Michael, and Chief Aerodynamicist, Jon Tomlinson, have resigned from their positions within the company, to take effect at the end of 2011.Frank Williams, Team Principal, said: 'Both Sam and Jon are talented and driven people who have worked hard for Williams over 10 and five years respectively. Nonetheless, they have recognised that the team's performance is not at the level that it needs to be and have resigned in order to give the team the opportunity to regroup and undertake the changes necessary to get back to the front of the grid. Both will continue to work in their present positions through until the end of the year to ensure that the team maintains focus and momentum during the 2011 season. We are very grateful to Sam and to Jon for their professional approach.'
Mike Coughlan Appointed as Chief Engineer
Williams F1 today announced that Mike Coughlan will join the team in June 2011 in the role of Chief Engineer.
Mike Coughlan undertook his training and education at Rolls Royce and Brunel Úniversity. He began his Formula One career at Lotus where he worked his way up to Chief Designer. He subsequently worked for Tyrell, Ferrari and Arrows before joining McLaren in 2002 as Chief Designer. Mike left Formula One in 2007 as a result of his role in the 'Spygate' affair. Since then, Mike has applied his skills principally as Chief Engineer in the development of the Ocelot Light Protected Patrol Vehicle. He joins Williams F1 from NASCAR competitor, Michael Waltrip Racing.
Frank Williams, Team Principal, said: 'Mike Coughlan is a fine engineer wîth extensive experience across Formula One and both civil and defence engineering. He left Formula One in 2007 because of conduct which he acknowledges was wrong and which he profoundly regrets. His two year ban from the sport expired some time ago and Mike is now determined to prove himself again. Williams is delighted to be able to give him the opportunity to do this and we are very pleased to have one of the most talented and competitive engineers in the sport helping us to return to the front of the grid. This is the first step in re-building and strengthening our technical group. We will announce the next steps as they develop.'
Mike Coughlan commented, 'I am grateful to Williams for giving me this opportunity. My experience in 2007 was life-changing. Since then, I have endeavoured to put my skills to good use in the design of the Ocelot vehicle whose purpose is to transport soldiers in safety. I have also enjoyed my time wîth Michael Waltrip Racing: they are an excellent race team and I wish them well for the future. Now, I am lòòking forward to returning to a sport which I love and to joining a team that I have admired for many years. I will dedicate myself to the team and to ensuring that we return to competitiveness while respecting the ethical standards wîth which Williams has always been synonymous.'Source - Williams
| VOLKSWAGEN CLAIMS BEST HIGHWAY FUEL EFFICIENCY, WITH SEVEN MODELS THAT ACHIEVE MORE THAN 40 MPG | |
 | • New Jetta Hybrid earns EPA fuel economy rating of up to 48 mpg; the first compact hybrid available with a turbocharged engine Herndon, VA - With EPA estimated fuel economy ratings of 48 mpg on the highway, 42 mpg in the city, and a combined rating of 45 mpg, the Jetta Hybrid becomes the most fuel-efficient vehicle in the Volkswagen lineup and the seventh model capable of more than 40 mpg on the highway. With sales of the Jetta Hybrid beginning later this month, Volkswagen wil...[Read more...] |
| Toyota Motor Sales Outpaces Industry with 17.2 Percent November Sales Increase | |
| Best-Ever RAV4 November, Strong Camry and Corolla Sales Among Highlights TORRANCE, Calif. (Dec. 3, 2012) – Toyota Motor Sales (TMS), U.S.A., Inc., today reported November 2012 sales results of 161,695 units, an increase of 17.2 percent compared to the same period last year on both a daily selling rate (DSR) and a raw volume basis. The Toyota Division posted November total sales of 138,976 units, an increase of 17.3 percent on a DSR basis from November 2011. 'Replacement...[Read more...] | |
| Rare, International Selection of Automobiles Set To WOW Collectors at RM's London Sale This Month | |
 | • Anticipation builds ahead of RM Auctions' central London sale, 31st October, 2012 • Auction features an exceptional collection of more than 90 automobiles and two motorcycles selected from the world's finest makers • Offering comprises a wonderful selection of the finest and rarest Italian, British and German marques, including Aston Martin, Bentley, Ferrari, Alfa Romeo, Mercedes-Benz and Porsche amongst others • Complete digital catalogue available online at rmauctions.com Anticipation...[Read more...] |
| 1963 24 Hours of Le Mans: Cut but Still Fighting | |
 | Andre Simon's experiences at Le Mans were absolutely heart-wrenching. Consistently fast every time he took part in the famed race, he always seemed to come away bloodied, beaten and bitterly disappointed. Still, he would always come back for more, never letting the infamous race get the better of him. But after a while, one would have to ask whether or not it was worth it. Well, right from the start of the 1963 24 Hours of Le Mans Simon would face that question and would provide a resounding ans...[Read more...] |
| 2012 Monaco Grand Prix: Preview | |
 | Sebastian Vettel 'It's something special to race in Monaco. It's tight and there's no room for error. It's rough and, as it's a street circuit, the road surface is uneven so you get shaken in the car and there is no room for mistakes. You have to push yourself and the car to the limit to be fast. You have to push as hard as on other tracks, but there's no room. You can almost feel it when you are just missing the wall and just get through -- but it's a nice feeling. You need to be fully...[Read more...] |
Drivers:
Rubens Gonçalves 'Rubinho' Barrichello
Pastor Rafael Maldonado MottaTeam
AT&T Williams2011 SeasonEngine: Cosworth CA2011
2010 Entry: FW32 Cosworth
2009 Entry: FW31 Toyota
2008 Entry: FW30
2007 Entry: FW29
| Similar Automakers | |
| Arrows | BAR |
| Benetton | Brabham |
| BRM | Force India |
| Gurney | Hesketh |
| Jordan | March |
| Minardi | Penske |
| Red Bull | Sauber |
| Scuderia Toro Rosso | Shadow |
| Surtees | Tyrrell |
| Similarly Sized Vehicles from 2011 |
| Ariel Atom Mugen |
| BMW 1 Series M Coupé |
| BMW 1 Series M Coupé MotoGP Safety Car |
| BMW 3 Series |
| BMW M3 |
| BMW M3 CRT |
| BMW M3 GTS |
| BMW M3 Pickup |
| BMW M3 SK II |
| BMW M3 Tornado RS |
| Williams: 2011-2020 |
| Similar Automakers |
| Other models by Williams |
2011 Formula One Season
| FW07 |
© 1998-2012. All rights reserved. The material may not be published, broadcast, rewritten, or redistributed.
